US20170233012A1 - Modifying aerodynamic performance of a vehicle - Google Patents

Modifying aerodynamic performance of a vehicle Download PDF

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Publication number
US20170233012A1
US20170233012A1 US15/501,836 US201515501836A US2017233012A1 US 20170233012 A1 US20170233012 A1 US 20170233012A1 US 201515501836 A US201515501836 A US 201515501836A US 2017233012 A1 US2017233012 A1 US 2017233012A1
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US
United States
Prior art keywords
bonnet
vehicle
modification device
airflow
airflow modification
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US15/501,836
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English (en)
Inventor
Oliver Legrice
Adrian GAYLARD
Christopher Thompson
Ross Turner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Jaguar Land Rover Ltd
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Jaguar Land Rover Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Assigned to JAGUAR LAND ROVER LIMITED reassignment JAGUAR LAND ROVER LIMITED ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: THOMPSON, CHRISTOPHER, GAYLARD, Adrian, LEGRICE, Oliver, TURNER, ROSS
Publication of US20170233012A1 publication Critical patent/US20170233012A1/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D35/00—Vehicle bodies characterised by streamlining
    • B62D35/005—Front spoilers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/10—Bonnets or lids, e.g. for trucks, tractors, busses, work vehicles
    • B62D25/12—Parts or details thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/10—Bonnets or lids, e.g. for trucks, tractors, busses, work vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/10—Bonnets or lids, e.g. for trucks, tractors, busses, work vehicles
    • B62D25/105—Bonnets or lids, e.g. for trucks, tractors, busses, work vehicles for motor cars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D35/00—Vehicle bodies characterised by streamlining
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D37/00—Stabilising vehicle bodies without controlling suspension arrangements
    • B62D37/02—Stabilising vehicle bodies without controlling suspension arrangements by aerodynamic means

Definitions

  • aspects of the present disclosure relates to modifying aerodynamic performance of a vehicle. Aspects of the disclosure also relate to a bonnet for a vehicle and to a control unit.
  • Aerodynamics plays a key role in the design of vehicles, such as motor or road vehicles (vehicles, vans, trucks, etc.). Particular attention is paid to the aerodynamic drag force, as it directly affects fuel consumption and greenhouse gas emissions (notably CO 2 ). Various vehicle components are accordingly designed so as to optimize the aerodynamic performance of a vehicle.
  • spoilers i.e. devices positioned at specific locations about a vehicle, such as at the rear of a vehicle, on top of the boot or roof of the vehicle, and/or at the front bumper of the vehicle
  • the spoilers can act to effectively reduce unsteady air movement (such as turbulence) across the body of the vehicle when in motion and by doing so, improve aerodynamic performance.
  • aspects of the invention relate to a bonnet for a vehicle having a bypass duct; and to a vehicle having a bonnet incorporating a bypass duct, and to a control unit for a vehicle.
  • a bonnet for a vehicle comprising: a front edge and a rear edge; a recessed longitudinal channel being formed in said bonnet and extending from said front edge towards the rear edge; and an airflow modification device disposed transversely across the longitudinal channel for controlling airflow over the bonnet, wherein the airflow modification device and the recessed channel form a conduit, the conduit having a cross-sectional area which is diverging as the conduit extends towards the rear edge.
  • the recessed longitudinal channel thereby forms a duct for taking air from the front of the vehicle, below the bonnet line, and passing it internally behind the airflow modification device and venting it onto a surface of the bonnet.
  • the recessed longitudinal channel thereby forms a bypass vent.
  • the airflow modification device can define a bonnet leading edge.
  • a bonnet for a vehicle comprising:
  • a recessed longitudinal channel being formed in said bonnet and extending from said front edge towards the rear edge;
  • an airflow modification device disposed transversely across the longitudinal channel for controlling airflow over the bonnet, wherein the airflow modification device and the recessed channel form a conduit having a cross-sectional area, and wherein a flap and/or the airflow modification device and/or at least a portion of the bonnet is movable to change the cross-sectional area.
  • a movable element of the bonnet arrangement whether that be a flap disposed on the bonnet/member itself, and/or the airflow modification device, and/or the bonnet itself, can be moved in order to change the cross-sectional area.
  • the flap and/or the airflow modification device and/or at least a portion of the bonnet may be movable by one or more actuators to change the cross-sectional area.
  • the flap and/or the airflow modification device and/or at least a portion of the bonnet may be movable between an un-deployed configuration and at least one deployed configuration.
  • the cross-sectional area may be diverging as the conduit extends towards the rear edge.
  • the airflow modification device therefore causes airflow at a front side of the vehicle (in particular, when the vehicle is travelling) to be substantially directed along the recessed longitudinal channel so that the airflow can be controlled over the bonnet.
  • This controlling of airflow reduces the size of the zone of high pressure which forms on the front of a moving vehicle and also reduces the losses associated with airflow over the bonnet leading edge, resulting in a reduced aerodynamic drag force.
  • the recessed longitudinal channel can provide a more aerodynamically efficient flow path for air that would have been forced to flow over the bonnet leading edge.
  • the recessed longitudinal channel has an inlet which can be disposed above a front stagnation zone and below the airflow modification device.
  • An internal flow path ducts the flow under the airflow modification device and vents it onto the bonnet surface.
  • the recessed longitudinal channel may be formed by the bonnet surface and the airflow modification device.
  • a bypass duct may be formed by a structure, such as a channel or conduit, which sits below the bonnet.
  • the side profile of the vehicle may be aesthetically, rather than aerodynamically optimized.
  • the longitudinal channel may have a front section and a rear section; wherein the airflow modification device may be disposed transversely across said front section of the longitudinal channel.
  • the airflow modification device is thus positioned towards the front of the vehicle bonnet so as to modify airflow prior to the airflow travelling along the bonnet.
  • the front section of the longitudinal channel can be oriented to direct airflow upwardly.
  • the airflow modification device can be inclined such that the incident airflow is directed towards the top of the vehicle windscreen or over the roof of the vehicle.
  • the said front section may comprise a substantially continuous surface for guiding airflow over the bonnet.
  • the substantially continuous surface means that the surface is devoid of any apertures or air inlets and thus the airflow is controlled over and around the bonnet as opposed to flowing into the engine bay.
  • the bonnet may comprise left and right side portions which define the respective sides of the bonnet.
  • the left and right side portions of the bonnet can define the lateral sidewalls of the longitudinal channel.
  • the airflow modification device can extend between said left and right side portions.
  • the airflow modification device and the recessed channel can form a conduit which is open at each end to form an inlet and an outlet.
  • the inlet is open towards the front of the vehicle so that air is entrained into the conduit when the vehicle is travelling in a forwards direction.
  • the conduit can have a cross-sectional area which is substantially constant, converging or diverging as it extends towards the rear of the bonnet. As such, the conduit may act accelerate or decelerate the airflow over the bonnet surface.
  • the airflow modification device may comprise one or more flaps.
  • the flaps can be either fixed at a predefined angle relative to a horizontal plane, or being movable relative to a horizontal plane.
  • the movable flaps can therefore act to change how the airflow moves over and around the bonnet, therefore changing the aerodynamic efficiency of the vehicle.
  • the airflow modification device can comprise an aerofoil.
  • the bonnet can comprise a hinge element.
  • a control unit for a vehicle configured to transmit a control signal to cause, at least in part, the movement of the flap and/or the airflow modification device and/or the at least a portion of the bonnet as described herein.
  • a vehicle comprising the bonnet as described herein.
  • a bonnet for a vehicle comprising: a front edge and a rear edge; a recessed longitudinal channel being formed in said bonnet and extending from said front edge towards the rear edge; and an airflow modification device disposed transversely across the longitudinal channel for controlling airflow over the bonnet.
  • FIG. 1 a is a front perspective view of a vehicle incorporating a deployable closure panel in a retracted position in accordance with an embodiment of the present invention
  • FIG. 1 b is a front perspective view of the vehicle shown in FIG. 1 a with the deployable closure panel in a deployed position in accordance with an embodiment of the present invention
  • FIG. 2 is a schematic block diagram of a control system in accordance with an embodiment of the present invention.
  • FIG. 3 a is a front perspective view of a vehicle incorporating a deployable closure panel in a retracted position in accordance with an embodiment of the present invention
  • FIG. 3 b is a front perspective view of the vehicle shown in FIG. 3 a with the deployable closure panel in a deployed position in accordance with an embodiment of the present invention
  • FIG. 3 c is a side profile view of the vehicle shown in FIGS. 3 a and 3 b with the deployable closure panel in a retracted position in accordance with an embodiment of the present invention
  • FIG. 3 d is a side profile view of the vehicle shown in FIGS. 3 a , 3 b and 3 c with the deployable closure panel in a deployed position in accordance with an embodiment of the present invention
  • FIG. 4 a is a front perspective view of a vehicle bonnet incorporating an aerofoil in accordance with an embodiment of the present invention
  • FIG. 4 b is a side cross-sectional view of the vehicle bonnet and aerofoil of FIG. 4 a in accordance with an embodiment of the present invention
  • FIG. 4 c is a side cross-sectional view of the vehicle bonnet and aerofoil of FIGS. 4 a and 4 b in accordance with an embodiment of the present invention, showing an example of the airflow over the vehicle bonnet;
  • FIG. 4 d is an exploded cross-sectional view of the aerofoil of FIGS. 4 a , 4 b and 4 c in accordance with an embodiment of the present invention, showing an example of the airflow over the vehicle bonnet;
  • FIGS. 5 a to 7 b are schematic diagrams showing alternative arrangements of the aerofoil of FIGS. 4 a to 4 d on a vehicle bonnet;
  • FIGS. 8 a to 8 c are side cross-sectional views of the vehicle bonnet and the aerofoil of FIG. 4 a in different configurations.
  • FIGS. 1 a and 1 b A vehicle 1 comprising a deployable closure panel 3 for an air inlet 5 of the vehicle 1 is illustrated in FIGS. 1 a and 1 b.
  • FIG. 1 a shows the closure panel 3 positioned in a retracted position (away from the air inlet 5 ) and
  • FIG. 1 b shows the closure panel 3 positioned in a deployed position (so that the closure panel 3 substantially closes the air inlet 5 ).
  • FIG. 1 a shows a vehicle 1 which is an automobile having a coupe configuration.
  • the vehicle 1 comprises a closure panel 3 , an air inlet 5 , a front bumper 7 and a bonnet 9 .
  • the air inlet 5 is defined by an opening in the front bumper 7 of the vehicle 1 , which allows air from outside of the vehicle to be channeled towards an engine bay (not shown) of the vehicle 1 .
  • the engine bay is at least partly covered by the bonnet 9 and houses an internal combustion engine.
  • the engine could contain an electric machine or a combination of an internal combustion engine and an electric machine.
  • the channeling of air from outside the vehicle, via the air inlet 5 to the engine bay therefore allows, for example, a cooling of engine components housed within the engine bay.
  • a grille 13 (often called a radiator grille due to the design and positioning of the associated air inlet 5 allowing airflow to cool a radiator housed by the engine bay) is positioned within the air inlet 5 and acts to filter unwanted objects such as leaves and stones from entering the engine bay.
  • the closure panel 3 is shown by a dashed line to indicate that it is hidden from view beneath the bonnet 9 .
  • the closure panel 3 is located in a retracted position within the vehicle 1 , whereby it is spaced at a distance away from the air inlet 5 so that it does not interrupt airflow via the air inlet 5 to the engine bay.
  • the closure panel 3 is sized and shaped so that it can close the air inlet 5 to inhibit, reduce or otherwise substantially prevent airflow via the air inlet 5 to the engine bay.
  • the closure panel 3 thus comprises a continuous (uninterrupted) outer surface 11 so that air cannot pass through the closure panel 3 .
  • the outer surface 11 is front facing in the present embodiment.
  • the opening defining the air inlet 5 is substantially elliptical.
  • the closure panel 3 has a substantially elliptical shape so that the outside edges of the closure panel locate proximal to (or abut against) the inner edges of the air inlet 5 when the closure panel 3 is positioned within the air inlet 5 .
  • FIG. 1 b depicts the closure panel 3 in a deployed configuration, whereby the closure panel 3 is arranged to substantially close the air inlet 5 .
  • the closure panel 3 thereby functions as a blanking panel at least substantially to close the air inlet 5 .
  • the closure panel 3 is constructed and arranged to fit the air inlet 5 so that its outer surface 11 is flush with at least one external surface 15 of the front bumper 7 .
  • the outer surface 11 of the closure panel 3 substantially aligns with at least one external surface 15 of the front bumper 7 around the air inlet 5 .
  • the closure panel 3 forms a part of the vehicle's external surface around the vehicle 1 (known as the “A-surface” of the vehicle 1 ), which defines the external vehicle contour.
  • the resulting composite surface formed by the outer surface 11 of the closure panel 3 and the at least external surface 15 of the front bumper 7 , forms a substantially continuous exterior surface.
  • the closure panel 3 in its deployed position acts to substantially redirect airflow around the front bumper 7 so that the airflow via the air inlet 5 is inhibited.
  • closure panel 3 is moved between the retracted position (shown in
  • FIG. 1 a the deployed position (shown in FIG. 1 b ). Accordingly, the movement from the retracted position to the deployed position acts to modify the vehicle's A-surface and hence fluid flow in and around the vehicle 1 .
  • the closure panel 3 may be initialized (e.g. when the vehicle 1 is switched off or otherwise not running) at a default position which may either be the retracted position or the deployed position.
  • closure panel 3 The operation of the closure panel 3 will now be described in more detail with reference to FIG. 2 .
  • the following example assumes that the default configuration is in the retracted configuration but it will be understood that the default configuration may be initialized in either of the retracted configuration or the deployed configuration.
  • a control system 50 is provided within the vehicle 1 for controlling deployment of the closure panel 3 .
  • the control system 50 comprises a control means 55 , an actuation means and a mechanical assembly 65 .
  • the control means 55 may be a control module of a vehicle (not shown), a computer, a processing module, and so forth.
  • the control means 55 may comprise one or more processors, one or more memories and/or logic circuitry and may be capable of executing computer program code.
  • the actuation means is in communication with the control means 55 and may be any form of actuator 60 suitable for moving the closure panel 3 into one of a deployed position and a retracted position.
  • the actuator 60 may, for example, comprising a pneumatic piston, an hydraulic piston, an electric motor, and so forth.
  • the mechanical assembly 65 is in communication with the actuator 60 and accommodates the deployment and retraction of the closure panel 3 in the different positions. Accordingly, the mechanical assembly 65 may comprise devices to enable the necessary rotation and/or translation of the closure panel 3 .
  • the actuator 60 receives a control signal from the control means 55 to deploy the closure panel 3 to the deployed position.
  • the control means 55 can be configured to deploy the closure panel 3 progressively to control the proportion of the air inlet 5 which is closed. Responsive to, or based on the control signal received from the control means 55 , the actuator 60 causes the mechanical assembly 65 to move the closure panel 3 to the deployed position so that the closure panel 303 effectively seals or closes the air inlet 5 .
  • the actuator 60 may receive a subsequent control signal indicating that the closure panel 3 should be retracted from the air inlet 5 and accordingly instructs the mechanical assembly 65 to move the closure panel 3 to its retracted position away from the air inlet 5 .
  • the control system 50 for the deployment and retraction of the closure panel 3 is dependent on the speed of the vehicle when travelling. Accordingly, the closure panel 3 is only deployed when it has been determined by the control system 50 that the vehicle 1 is travelling at a current speed that is above a predetermined speed threshold. For example, the closure panel 3 may be deployed after the vehicle 1 has been determined to exceed a predetermined speed threshold of either 30 kilometres per hour (kmph), 40 kmph, 50 kmph, 60 kmph or 70 kmph. If it is determined that the current vehicle speed has fallen below the predetermined speed threshold when the closure panel 3 is in its deployed position, the control system 50 then enables the closure panel 3 to be moved to its retracted position. It will be understood that varying levels of performance may be achieved for closure panel deployment for different vehicles at different speeds and that the predetermined speed threshold at which the closure panel should be deployed is chosen so that the relevant vehicle has improved aerodynamic efficiency at and above that speed.
  • the vehicle 1 is shown to have a coupe configuration, however it will be appreciated that the closure panel 3 can be used in other vehicle configurations.
  • the vehicle 1 can be an off-road vehicle or a sports utility vehicle.
  • FIGS. 3 a to 3 d show a vehicle 101 having a saloon (sedan) configuration. Like reference numerals are used to those shown in FIGS. 1 a and 1 b but increased by one hundred, in order to depict like elements.
  • the air inlet 105 is associated with a front bumper skirt grille (not shown) of the vehicle 101 rather than the air inlet 5 associated with the radiator grille 13 as described with reference to FIGS. 1 a and 1 b.
  • the air inlet 105 is used to channel cooling air towards vehicular components (such as those housed within the engine bay of the vehicle 101 ).
  • FIG. 3 a shows a front view of the vehicle 101 having a closure panel 103 located in a retracted position.
  • the closure panel 103 is depicted by dashed lines to show that it is hidden from view within the front bumper skirt 107 and above the air inlet 105 . Consequently, in the retracted position, the air inlet 105 associated with the closure panel 103 is exposed so as to enable cooling airflow to be channeled towards the vehicular components for which the air inlet 105 is designed.
  • FIG. 3 b shows the vehicle 101 of FIG. 3 a with the closure panel 103 located in the deployed position.
  • the closure panel 103 is sized and shaped so as to substantially close the air inlet 105 and thereby inhibit air flow via the air inlet 105 to the vehicular components.
  • the air inlet 105 is substantially trapezoid-shaped with the greatest length on a top side of the air inlet 105 and is symmetrical about a vertical axis.
  • the closure panel 103 therefore has the same shape as the air inlet 105 so that its outer edges are arranged to fit within the inside edges of the air inlet 105 when the closure panel 103 is in its deployed position.
  • the closure panel 103 has a continuous front facing surface so as to prevent air from passing through the closure panel 103 .
  • FIG. 3 c shows a cross-sectional side view of the vehicle 101 having the closure panel 103 located in the retracted position so that it does not interfere with the airflow via air inlet 105 .
  • the front bumper skirt 107 of the vehicle 101 has a recessed side profile, which defines at least part of the air inlet 105 .
  • cooling air can be channeled via the air inlet 105 to the appropriate vehicle components.
  • the operation of the closure panel 103 is similar to that described above with reference to FIGS. 1 a to 3 .
  • the closure panel 103 is operated so that it is moved to a deployed position after a current speed of the vehicle 101 has exceed a predetermined speed threshold and is moved to a retracted position once the current speed of the vehicle 101 has fallen below the predetermined speed threshold.
  • Embodiments of the present invention as described herein refer to various air inlets 5 ; 105 , which may be opened or closed using various closure panels 3 ; 103 so as to modify aerodynamic efficiency. Whilst some air inlets may be specifically designed to control aerodynamic efficiency, many of the air inlets 5 ; 105 may be designed to enable airflow to cool one or more internal components of a vehicle and consequently may be referred to as “cooling air inlets”.
  • the control mechanism for deployment of the closure panel 3 ; 103 is dependent on a current speed of the vehicle 1 ; 101 .
  • such deployment may alternatively or additionally be dependent on other parameters and criteria.
  • an air inlet 5 ; 15 associated with a particular closure panel 3 ; 103 is configured to control air flow to a heat-sensitive vehicle component such as a radiator or the brakes of the vehicle, the deployment of the closure panel 3 ; 103 may be temperature dependent.
  • a control loop may be provided such that the closure panel 3 ; 103 is deployed to restrict airflow when the temperature of the relevant component is below a minimum threshold for optimum functionality (to assist heating of the relevant component), and retracted to encourage airflow when the temperature is above a maximum threshold (to assist cooling of the relevant component).
  • the control mechanism may be dependent on the vehicle's mode of operation. For example, a manual operation may be performed by a user of the vehicle such that they may select an option (via a user interface of the vehicle) so as to indicate that the one or more closure panels 3 ; 103 should be deployed.
  • control mechanism may be dependent on a selected driving mode of the vehicle 1 , such as one or more of the following: SPORT, DYNAMIC, ROAD, ECONOMY and OFF-ROAD.
  • a single speed and/or temperature threshold is used to signal deployment or retraction, however, in other examples, an upper threshold and lower threshold may be used for reasons of hysteresis (i.e. to prevent a current speed or temperature that fluctuates around the predetermined threshold from causing an excess of control signals to deploy and retract the closure panel).
  • the external surface of the vehicle 1 ; 101 is typically painted.
  • the continuous outer surface 11 ; 111 of the closure panel 3 ; 103 may have a painted finish which matches, or contrasts with, the painted external surface of the vehicle 1 ; 101 .
  • each closure panel may be separately controlled by the control system 50 .
  • Embodiments of the present invention also relate to using an airflow modification device in the form of an aerofoil 201 (airfoil) to control air flow around a motor vehicle such as the motor vehicles 1 ; 101 depicted in FIGS. 1 a, 1 b and 3 a to 3 d.
  • an airflow modification device in the form of an aerofoil 201 (airfoil) to control air flow around a motor vehicle such as the motor vehicles 1 ; 101 depicted in FIGS. 1 a, 1 b and 3 a to 3 d.
  • FIG. 4 a is a schematic front perspective view of a vehicle bonnet 203 having a recessed channel 205 in a longitudinal direction (in a direction along the X-axis) of a vehicle V.
  • the bonnet 203 is formed from a continuous, uninterrupted surface that extends from a front (leading) edge 207 (at a front of a vehicle) towards a rear (trailing) edge 209 .
  • the front edge 207 is proximal to a top edge of a front bumper (not shown) of the vehicle.
  • the rear edge 209 is proximal to a windscreen (not shown) of the vehicle.
  • the front edge 207 and the rear edge 209 of the bonnet 203 are joined by a left side edge 211 and a right side edge 213 .
  • the side edges 211 , 213 are disposed proximal to top side edges (not shown) of the front bumper.
  • the bonnet 203 acts as a cover for a vehicle engine bay such as that discussed herein with reference to FIGS. 1 a to 3 d.
  • the bonnet 203 in this example has a “clamshell” configuration, whereby the front edge 207 and the left and right side edges 211 , 213 of the bonnet 203 curve and extend around the vehicle to partially define the front and sides of the vehicle.
  • the bonnet 203 may comprise a hinge element, such as a hinge or a connector to connect to a hinge, for connection to the vehicle.
  • the recessed channel 205 is formed such that the recess has a maximum depth at the front edge 207 of the bonnet 203 and decreases in height extends towards the rear edge 209 of the bonnet 203 .
  • First and second side portions 215 , 217 are thereby formed on either side of the channel 205 .
  • the channel 205 comprises a guide surface 219 (i.e. the surface between the left and right side edges 211 , 213 ).
  • the guide surface 219 acts to direct air flow over the bonnet 203 and towards the top of the windscreen (not shown) of the vehicle as the vehicle is travelling in a forward direction.
  • the guide surface 219 is continuous and uninterrupted and is formed without air inlets or apertures.
  • An aerofoil 201 is disposed at the front of the bonnet 203 and extends transversely between the side portions 215 , 217 . More particularly, the aerofoil 201 is spaced above the guide surface 219 of the bonnet 203 at a predefined height so that there is a through-gap between the aerofoil 201 and the guide surface 219 of the bonnet 203 , thereby forming a horizontal passage 221 to allow airflow through to the recessed channel 205 .
  • the aerofoil 201 is secured in position by the side portions 215 , 217 via securing or fixing means (not shown). The aerofoil 201 is described in greater detail below with reference to FIG. 4 d.
  • FIG. 4 b shows a cross-sectional side view of the bonnet 203 and aerofoil 201 of FIG. 4 a.
  • FIG. 4 d is a simplified schematic diagram showing a cross-sectional side view of the aerofoil 201 in further detail.
  • the aerofoil 201 is constructed with an upper surface 225 and a lower surface 227 , which upper and lower surfaces 225 , 227 meet to form a leading edge 229 and a trailing edge 231 .
  • the leading edge 229 acts to channel airflow above and below the aerofoil 201 as the vehicle is travelling.
  • the position and angle of the aerofoil 201 and indeed the shape and dimensions of the aerofoil 201 are constructed and arranged to streamline the vehicle. It will be understood that these parameters (position, angle, shape, dimensions, etc.) of the aerofoil 201 will vary according to the design of the vehicle.
  • a first vertical separation distance is defined between the leading edge 229 and the guide surface 219 and a second vertical separation distance is defined between the trailing edge 231 and the guide surface 219 .
  • the lower surface 227 of the aerofoil 201 is arranged substantially parallel to the guide surface 219 such that the first and second vertical separation distances are substantially equal.
  • the second separation distance may be greater than the first separation distance so as to decelerate airflow over the guide surface 219 .
  • the second separation distance may be smaller than the first separation distance so as to accelerate airflow over the guide surface 219 .
  • the aerofoil 201 and the recessed channel 205 can be viewed as forming a conduit which is open at each end (i.e. at the front and back). In a first configuration, the conduit can converge as it extends towards the rear of the bonnet. In a second configuration, the conduit can diverge as it extends towards the rear of the bonnet.
  • a bonnet 203 is provided having a continuous, uninterrupted surface.
  • the aerofoil 201 has a fixed structure.
  • the aerofoil 201 may additionally comprise moving parts.
  • the trailing edge 231 of the aerofoil 201 may comprise one or more movable flaps with an adjustable angle (with respect to a horizontal plane) to enable control of aerodynamic lift. The angle of the flaps may be dynamically adjusted dependent on a current speed of the vehicle so as to maximize the aerodynamic efficiency of the vehicle and minimize resistance to airflow over the guide surface 219 of the bonnet 203 .
  • an aerofoil 201 is used to channel airflow over the guide surface 219 .
  • a different element or airflow modification device may be used, having a shape other than the aerofoil 201 shown, in order to channel airflow over the guide surface 219 .
  • FIGS. 5 a to 7 b illustrate examples of varying aerofoil 201 positions along the bonnet 203 .
  • FIGS. 5 a and 5 b show the aerofoil 201 being positioned so as to follow the contour of the side portions 215 , 217 as viewed from the side of the vehicle.
  • FIGS. 6 a and 6 b show the aerofoil 201 being placed to protrude beyond the front of the vehicle.
  • FIGS. 7 a and 7 b show the aerofoil being set back from the front of the vehicle.
  • the aerofoil 201 and/or at least a portion of the bonnet 203 is movable in dependence on a control signal to change the cross-sectional area of the conduit.
  • FIG. 8 b shows a second configuration in which the inlet width h in exceeds outlet width h out . This means that the angle ⁇ is greater than 0.
  • the conduit is converging towards the rear edge of the bonnet.
  • FIG. 8 c shows a third configuration in which the inlet width h in is less than outlet width h out . This means that the angle ⁇ is less than zero.
  • the conduit is diverging towards the rear edge of the bonnet 203 .
  • any one of the first, second and third configurations could be defined as an un-deployed configuration, wherein at least one of the other configurations is defined as a deployed configuration.
  • the aerofoil 201 may be movable between the configurations to modify front axle lift and/or balance duct inlet flow against cooling inlet flow into an inlet in a front bumper 7 of the vehicle 1 , 101 .
  • the vehicle may comprise control means.
  • the type of control means is as described herein in relation to control means and control unit 55 .
  • the control means may be configured to transmit a control signal to cause one or more actuators to selectively deploy the control element 233 or the aerofoil 201 and/or the at least a portion of the bonnet 203 to change the cross-sectional area of the conduit.
  • the type of actuators may be as described herein in relation to the actuators 60 .
  • the control signal may be transmitted in dependence on at least one operating parameter of the vehicle 1 , 101 .
  • Example operating parameters may include: the speed of the vehicle 1 , 101 ; a selected predefined vehicle dynamic mode, for example a Track or Sport dynamic mode.
  • closure panels and aerofoils have been described herein. Such elements may be constructed using materials common to vehicle construction such as alloys, aluminum, plastics, fiberglass and other such composite materials.
  • the embodiment(s) described herein refer to a vehicle comprising two doors (excluding the tailgate or boot lid), but the vehicle could have a four door configuration (excluding the tailgate or boot).
  • the vehicle could be a saloon (sedan) or a sports utility vehicle.
  • the vehicle could be an estate car (station wagon), hatch-back, coupe, off-road vehicle or a sports utility vehicle.
  • the invention(s) described herein are not limited to motor vehicles.
  • the vehicle can be an automobile, a truck, a lorry, an articulated vehicle and so on.
  • the present disclosure describes positioning adjacent panels to form a substantially continuous exterior surface. It will be appreciated that this is subject to usual manufacturing clearances and tolerances for exterior panels.
  • a shut line (or cut line) is formed between adjacent panels where one (or both) of the panels is movable.
  • the shut line comprises a clearance gap to accommodate relative movement of the panels.
  • the outer surfaces of the panels on each side of the shut line are aligned with each other to form the substantially continuous exterior surface described herein.
  • the composite exterior surface (defined by two or more panels) is substantially continuous insofar as it is free from steps or offsets at the interface between the panels.
  • the substantially continuous exterior surface can comprise a continuous curved surface (formed in 2-dimensions or 3-dimensions) and/or a continuous planar surface.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Superstructure Of Vehicle (AREA)
US15/501,836 2014-08-05 2015-08-05 Modifying aerodynamic performance of a vehicle Abandoned US20170233012A1 (en)

Applications Claiming Priority (3)

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GB1413849.9A GB2529151B (en) 2014-08-05 2014-08-05 Modifying aerodynamic performance of a vehicle
GB1413849.9 2014-08-05
PCT/EP2015/068026 WO2016020419A1 (en) 2014-08-05 2015-08-05 Modifying aerodynamic performance of a vehicle

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US20170233012A1 true US20170233012A1 (en) 2017-08-17

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US (1) US20170233012A1 (zh)
EP (1) EP3177508B1 (zh)
JP (1) JP6549696B2 (zh)
CN (1) CN106573652B (zh)
GB (2) GB2529151B (zh)
WO (1) WO2016020419A1 (zh)

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US20230094488A1 (en) * 2021-09-29 2023-03-30 Honda Motor Co., Ltd. Active front structure for vehicle

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US10457114B2 (en) * 2017-07-20 2019-10-29 GM Global Technology Operations LLC Active engine hood venting systems and control logic for operating active hood vents
CN109383626A (zh) * 2017-08-09 2019-02-26 香港城市大学深圳研究院 一种用于汽车的结构
EP4079612B1 (en) * 2018-04-03 2023-11-29 Magna Exteriors Inc. Active front deflector - flat panel
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JP7335767B2 (ja) * 2019-09-30 2023-08-30 株式会社Subaru 整流装置
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Also Published As

Publication number Publication date
EP3177508B1 (en) 2022-10-26
EP3177508A1 (en) 2017-06-14
GB201513822D0 (en) 2015-09-16
GB2530882A (en) 2016-04-06
GB2529151B (en) 2018-11-07
GB2529151A (en) 2016-02-17
CN106573652B (zh) 2019-08-30
GB201413849D0 (en) 2014-09-17
GB2530882B (en) 2018-07-18
CN106573652A (zh) 2017-04-19
JP2017523086A (ja) 2017-08-17
WO2016020419A1 (en) 2016-02-11
JP6549696B2 (ja) 2019-07-24

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